Fatigue management on trams

Caroline Pidgeon: TheFirst Group fatigue management timelineyou provided in your response to Question 2019/4044 does not reflect any actions taken by First Group Tram Operations Limited or TfL to overhaul First Group's fatigue management system from the date of the Croydon Tram Crash (09 November 2016) to TfL's publication of its "confidential and restricted" Fatigue Audit on 15 September 2017. What action, if any, did TfL and First Group TOL take to overhaul Croydon Tram's fatigue management system before a Croydon tram driver was filmed asleep at the controls in May 2017 and this incident was reported by a member of the public?

The Mayor: Following the Sandilands incident, Tram Operations Limited reviewed their Safety Management System, elements of which include Fitness for Duty Policy and Fatigue Risk Management arrangements governing maximum working hours for safety critical staff (in this case tram drivers and line controllers); allocation of staff to duties; and processes used to proactively check and where appropriate amend work to control fatigue risk in line with established good practice adopted from heavy rail.
In February 2017, following the publication of the second interim RAIB report, Transport for London commenced the work which led to the installation of the in-cab driver protection device to all trams, which has been in service since October 2017. The Driver Protection Device (Guardian, manufactured by Seeing Machines) detects and prevents fatigue and distraction. The system uses advanced, safety-verified sensors that track eyelid closures and head movements so that when fatigue or distraction is detected an in-cab alarm is sounded and the driver’s seat vibrates to alert the driver. This is the first time such a device has been used in the rail industry in the UK and has been commended by the ORR. This system has been shared and demonstrated to the UK Tram industry for possible implementation on other tram networks.

Heathrow (4)

Tony Devenish: Should Londoners accept a potential thirty years of disruption caused by building works if Heathrow is allowed to expand?

The Mayor: Heathrow Airport Limited (HAL) has set out an approach that phases construction of expansion over decades. This risks exacerbating the construction impacts for local communities, in terms of noise, air quality and highway congestion.
Such a prolonged phasing of the development is particularly difficult to justify given that the Government’s National Policy Statement found that a third runway would – if the associated terminal capacity was provided at the same time – be full just two years after opening.
My officers will be reviewing the detail of what HAL is proposing and raising these concerns as part of my response to the current consultation on Heathrow expansion.

CS1

Andrew Boff: What equalities impact assessments were undertaken when determining the route of CS1 through Stamford Hill?

The Mayor: Transport for London (TfL) considers and balances the needs of road users, residents, businesses and visitors to an area when determining alignments of routes and design proposals. Proposals for CS1 were developed jointly with the London boroughs of Hackney, Haringey and Islington, consulted on publicly in 2015 and construction completed in 2016.
The decision on CS1, including route selection, involved consideration of the impacts on groups protected under equalities legislation, and TfL completed an Equality Impact Assessment for the scheme. Please see Mayor's Question 2019/14292 for further information on TfL’s approach to Equalities Impact Assessments.
The CS1 route runs on quieter back roads and was identified by TfL and Hackney Council as being quicker, safer and more reliable for cyclists than equivalent trips along the parallel A10. In addition, the alignment chosen on quieter roads meant fewer interactions between people cycling and HGVs, buses and kerbside activity.

e-scooters

Caroline Pidgeon: There is increasing interest from various companies to try to bring e-scooters to the streets of London. Whilst there are clear legislative barriers currently, what are your thoughts on this for London and what work is TfL carrying out to be ahead of this potential development on London’s streets?

The Mayor: Transport for London (TfL) actively engages with companies interested in bringing new transport services to London and is closely monitoring the progress of e-scooter launches around the world. TfL’s primary concern is safety, and it has made this clear to the Department for Transport as it considers the future legal status of e-scooters.
TfL and London Councils are also currently developing proposals for a pan-London regulatory framework for dockless bike operations, underpinned by a new bye-law. The proposed bye-law is being designed for dockless bicycles and e-bikes and is intended to apply to other micro-mobility services such as e-scooters were the law to change. This bye-law seeks to address issues of clutter and obstruction experienced in cities around the world by giving boroughs greater powers to specify where ‘floating bicycles’ or other ‘micro-mobility’ items can and cannot be parked.

Bus speed on roads re-opened to two-way traffic

Caroline Russell: Two major roads in central London have recently reopened to two-way traffic for buses: Baker Street and Tottenham Court Road. There have been serious collisions between buses and pedestrians in February on Baker Street and twice in June on Tottenham Court Road. Will Transport for London (TfL) lower the speed limit to 10 mph for buses operating on such streets?

The Mayor: Trying to impose lower speeds for buses along these roads would not be likely to enhance safety. In fact, making buses go slower than other vehicles might have the opposite effect, encouraging overtaking and putting road users at risk.
In the case of the recent collisions in Tottenham Court Road, the vehicles involved were travelling at around 10mph, and the severity of injuries was thankfully relatively low. Bus operators also briefed drivers about the road layout changes and undertook a bus test before the road opened.
Transport for London has a holistic approach to reducing collisions as well as the severity of injuries. It encourages operators to work together to highlight all factors that might put safety at risk and find common solutions. It encourages safer driving through its latest bus driver training programme, Destination Zero, and is using technology such as Intelligent Speed Assistance and the new Bus Safety Standard to design out as much risk as possible on our roads, supporting my Vision Zero approach.

Bus driver toilets

Caroline Russell: In answer to my question 2018/0947, you made a commitment to permanent toilets on 40 bus routes by 2020. How many have now been installed?

The Mayor: Transport for London (TfL) now has toilets in place for 43 prioritised routes, served by 26 temporary and 17 permanent facilities. Temporary facilities are being used in some locations ahead of the transition to permanent facilities. While this work remains on course, TfL needs the backing of London’s boroughs and local stakeholders to help smooth the path.
As the bus network is regularly updated to reflect changing travel patterns, routes and the location of toilets can change. TfL, its bus operators and the union Unite regularly review the programme to ensure facilities are provided where they are most needed by staff, as well as continue to support a reliable and efficient bus network.

Bank branch closure in 2021

Caroline Russell: In the summer of 2021, Transport for London (TfL) plans to close the entire Bank branch section of the Northern Line for 17 weeks. What preparations have you made to provide for alternative modes such as cycling, walking and buses during this closure?

The Mayor: Transport for London (TfL) is investing over £650m to improve Bank station, and the closure between Kennington and Moorgate is required to connect a new section of track to the existing Bank branch as a part of this project. TfL began detailed planning for the closure in 2016 to ensure customers have alternative ways to make their journeys in summer 2021.
TfL expects most affected customers will to choose to use Tube and rail routes during the closure. To this end, it is currently carrying out detailed analysis of the impact at each affected station and developing an operating plan for the most affected stations. TfL will also maximise use of the Underground’s capacity, for example by running a higher frequency on the Northern line Charing Cross branch. TfL has also started initial discussions with Network Rail and the train operators to ensure a joint operational and communication approach.
In addition, TfL is identifying the impact on other areas such as bus capacity, pedestrian numbers, roads, and is considering whether additional footpath width is required in certain locations. The closure is likely to take place over the spring and summer months, which make walking and cycling more attractive. TfL will include Santander Cycles in its alternative travel options.Cycleways 6 and 7 and Quietway 11 are particularly useful alternative routes for customers affected by the Bank closure, linking the City with King’s Cross, Elephant& Castle and Angle respectively.
TfL’s analysis will also enable it to inform and encourage customers to re-time, re-plan or re-route their journeys. This is something TfL successfully accomplished in the run-up to the 2012 Olympic and Paralympic Games and during last year’s closure at Kennington.
TfL will work closely with businesses, the City, boroughs and other key stakeholders to plan ahead for this closure.

Fatigue Risk Management System Audits of TfL Surface Transport Operations - Tram Operations Limited (2)

Caroline Pidgeon: Further to your response to 2019/8819can you identify by specific date and action the improvements that have occurred as a result of TfL’s reviewing TOL’s fatigue management arrangements on a four-weekly basis?

The Mayor: Tram Operations Ltd (TOL) has been continuing its work in relation to Fatigue Management, including most recently the introduction of fatigue-friendly rosters. The monitoring of TOL’s fatigue management arrangements has not indicated that Transport for London needs to set TOL an action plan to take further or different action.

Improvements to junctions (2)

Caroline Pidgeon: As part of your Vision Zero strategy, what plans are in place to update and improve junctions across the road network to address the wider issues raised by the coroner following the inquest into the death of Lucia Ciccioli?

The Mayor: I am determined to eliminate death and serious injury on London’s roads. It is vital that we learn lessons from incidents such as the tragic death of Lucia Ciccioli to reduce danger on our roads.
At this specific location, in response to recommendations by the coroner in his Prevention of Future Deaths report, both the London Borough of Wandsworth and Transport for London (TfL) have moved quickly to address immediate remedial works, while also commencing an investigation of alternative layout designs with a view to reporting back to the Coroner by December 2019. More widely, TfL has an extensive infrastructure programme designed to target the most vulnerable road users and overhaul the worst performing junctions. This includes reducing speed limits in Central London to 20mph, upgrading 73 of the most dangerous junctions, and significantly increasing the amount of segregated cycle facilities.
These physical interventions complement the work TfL is doing to enable more cycle training in schools, carrying out targeted enforcement activity, and introducing the world’s first Direct Vision Standard for all lorries over 12 tonnes operating in greater London. Along with enhanced design standards (detailed in my recent Cycling Action Plan), all this work will help ensure tragic deaths like Lucia’s are eradicated from our road network once and for all.

Car-free day

Leonie Cooper: How much money is available to support those Boroughs keen to promote car-free day on the 22nd September, and how many have so far applied for it?

The Mayor: I have provided funding to London Play, an independent charity, to work with boroughs and residents to encourage 200 Play Streets on Car Free Day.
Some boroughs are using the funding they received via the Mayor’s Air Quality Fund for Car Free Day. The ‘Healthy Streets Everyday’, a collaborative application from 16 boroughs, was awarded £875,000 to deliver 250 car free and pedestrianisation initiatives or events over three years. Some of these initiatives will take place on Car Free Day.

Bus Fleet Using Ash Grove Bus Depot, Hackney

Jennette Arnold: Residents nearby to Ash Grove Bus Depot show evidence of raised Carbon Monoxide levels. They are concerned about pollution from the depot. When will the fleet running into and out of Ash Grove garage be fully electrified?

The Mayor: Transport for London already operates the largest zero emission bus fleet in Europe and is working as fast as possible to make all its diesel buses ultra-clean, including those that operate out of Ash Grove, before it can switch to entirely zero-emission vehicles by 2037 at the latest. Timescales are yet to be confirmed due to the challenges of high vehicle cost (compared to a conventional bus) and battery range of buses as well as infrastructure required at garages.
Carbon Monoxide (CO) emissions are a bi-product of combustion and are normally associated with older petrol cars along with motorbikes. The Euro VI standard reduces CO emissions and petrol vehicles emit more than diesel vehicles – there is no reason for concern about CO emissions from buses.
Most vehicles based at Ash Grove are already at the much cleaner Euro VI engine standard, and the rest will follow through a combination of retrofitting mid-life buses and replacing older buses with new vehicles between now and 2020. This will help cut more harmful pollutants immediately, before the price and performance of pure-electric and hydrogen fuel-cell buses moves into line with that of diesel and drives us towards a zero emission fleet.

Rotherhithe to Canary Wharf crossing

Caroline Pidgeon: Please provide an update on the timescale for (a) the second public consultation on TfL’s preferred crossing option, (b) the timetable for further activities before the completion of the crossing.

The Mayor: Transport for London (TfL) has paused development work on the proposals for a walking and cycling bridge between Canary Wharf and Rotherhithe. Despite considerable effort to minimise the costs of a bridge at this location, the sheer scale and complexity of the engineering solution that would be required means it is currently unaffordable. TfL’s Programmes and Investment Committee, therefore,concluded that the project should revert to the feasibility stage of development where strategic alternatives, such as a fast ferry service, can be reassessed.
TfL appreciates that this news will be disappointing to many of the people who responded to the consultation, and remains committed to delivering its wider plans across the area as quickly as possible. These include Cycleway 4, new cycle routes from Rotherhithe to Peckham, and Hackney to the Isle of Dogs, and supporting the expansion of Santander Cycles.

14 November 2016 “Conclusions and Recommendations" of the Tram Oversight Assurance Panel made for ratification by TfL MD Surface Transport

Caroline Pidgeon: In documents you provided in your response to Question 2018/2996 there is an agenda from London Trams “Oversight Assurance Meeting” dated 14th November 2016 which notes “Conclusions and recommendations by the panel and call to MD Surface Transport with the recommendation for ratification.” Please state what were the conclusions and recommendations.

The Mayor: The words quoted from the agenda of the 14 November 2016 meeting are a sub-heading. The relevant note is as shown in the minutes under that heading.

11 July 2018 Draft of Fatigue Audit IA 17 780

Caroline Pidgeon: Several items of correspondence contained in your response to Question 2019/0149 refer to draft of Fatigue Audit IA 17 780 which was first sent to First Group on 11th July 2019.Please provide a copy of that draft, all communications concerning its circulationand First Group’s response.

The Mayor: I have asked Transport for London to provide you with this information.

Terms of Reference for Fatigue Audit IA 17 780

Caroline Pidgeon: Please provide me with a copy of any initiating memorandum, selection of auditor and all documentation, including terms of reference, associated with the field work on Fatigue Audit IA 17 780 conducted on 13th-15th June 2018.

The Mayor: The fieldwork of the audit you refer to was carried out on 13 - 15 June 2017, rather than 2018.
Attached are the audit letter of engagement and audit programme for IA 17 780. The audit programme document includes the working notes of the auditors in red and green text. These are not subsequent revisions or tracked changes. Audit work is allocated by the team manager to the auditor on the basis of business priority and resource availability. The letter of engagement provides the record of who will undertake the audit. The auditor would have had an initiating discussion with his line manager in the week commencing Monday 22 May 2017.

Priority seats signage on Crossrail trains

Caroline Pidgeon: I have received a complaint from a constituent that not all priority seats on the Crossrail trains in operation have the large priority sign and that this is not weaved into the seat fabric either. Will you review this and ensure improvements so that every priority seat is clearly identifiable for passengers?

The Mayor: Transport for London (TfL) takes the issue of accessibility very seriously and provides the statutory required signage on all priority seats on its network. Additionally, some seats have a larger sign. These were provided during TfL’s Priority Seating Week marketing campaign, as a way of raising awareness of this important provision, and TfL is considering what more might be done in the future.

CS1 (2)

Joanne McCartney: A resident has raised concerns about the lack of lighting on the section of CS1 in Stamford Hill. Can you investigate if there is any action that can be taken to remedy the situation?

The Mayor: The section of existing Cycle Superhighway (CS1) which runs north of Stamford Hill on Holmdale Terrace, Ermine Road and High Road is currently being reviewed as part of the forthcoming new Cycleway planned between Camden and Tottenham Hale. TfL is working in partnership with the London Boroughs of Hackney and Haringey to form proposals which will improve the current cycle route in this area. A review of the lighting will form part of this process to ensure the cycle facilities are appropriately lit.
More details will be available at public consultation, which is expected to take place next summer. However, TfL will continue to work closely with the Boroughs should they wish to deliver any improvements ahead of the proposed new Cycleway.

CS1 (1)

Joanne McCartney: Are there any planned improvement works for Cycle Superhighway 1?

The Mayor: Yes. Transport for London (TfL) has been working with Hackney and Islington Councils on plans to introduce a section of segregated cycle route on Balls Pond Road. Hackney Council undertook a public consultation on proposals last November, and subject to the outcome of this, TfL will work with the Councils to progress to construction.
TfL is also supportive of a number of additional improvements being progressed by Hackney. These include: proposals for a zebra crossing for pedestrians and a parallel crossing for cyclists at Engelfield Road junction with Culford Road and Stamford Road, which is due to be consulted later this year; modal filters introduced last year around Wordsworth Road; and a protected cycle lane on West Bank in which is due to enter construction this year. TfL is also working with Haringey Council on proposed walking and cycling improvements on the section of CS1 that overlaps with the new proposed route between Camden and Tottenham.
Additionally, TfL will be assessing all existing routes against its new Cycling Quality Criteria, and this will include CS1. While I expect that the majority of the existing routes will meet the criteria, there may be sections of routes where change is desirable, and in these locations TfL will consider the feasibility of upgrade work.

Fatigue Audit IA 17 780

Keith Prince: Please provide me with all communication between TfL and RAIB concerning Fatigue Audit IA 17 780 between 22 January and 12 February 2018.

The Mayor: The channel of communication between the Rail Accident Investigation Branch (RAIB) and Transport for London (TfL) is via TfL’s Director of Health, Safety and Environment. The only correspondence which she is aware of sent or received between TfL and RAIB concerning Fatigue Audit IA 17 780 between 22 January and 12 February 2018 is the attached email dated 12 February 2018.

Transport modelling

Caroline Russell: Campaigners have raised concerns that despite plans at both the London and borough level for reducing traffic, projected future demand for increased traffic is being used to block schemes for walking and cycling. Could you ask Transport for London (TfL) to ensure their modelling incorporates planned reductions in traffic and is supportive of the changes need to deliver your mode share targets?

The Mayor: Transport for London (TfL) is working to deliver my Transport Strategy, including the mode share targets. TfL expects to see a significant decrease in traffic over the longer term and its strategic modelling reflects that. Specific schemes are modelled based on projections of what a local network will look like up to three years in the future, taking into account growth, development and changing travel behaviours, including mode shift. This approach gives TfL the most realistic prediction on how the road network will operate in a specific area, allowing it to enhance designs and understand how a scheme will affect the future network.
TfL traffic data shows that, between 2016 and 2018, traffic volumes have declined 5 per cent in central London, remained static in inner London, and have grown by 1.5 per cent in outer London.

First Group TOL’s public statements about Fatigue Management not being a factor in the Croydon Tram Crash

Keith Prince: In a 29 March 2019 My London article (https://www.mylondon.news/news/south-london-news/claims-croydon-tram-dri...), a First Group spokesman states ""Following the tragic incident in 2016, the Rail Accident Investigation Branch (RAIB) concluded that the management of fatigue was not a factor..” Based on the conclusions of (a) the RAIB Report (b) the SNC Lavalin Investigation (c) and Fatigue Audit IA 17 780, do you agree with that statement?

The Mayor: The comment made by Tram Operations Limited/FirstGroup is a matter for them. Both the Rail Accident Investigation Branch Report and the SNC Lavalin reports have been published. Transport for London (TfL) has worked and will continue to work to support the BTP, the RAIB, the ORR and others to establish the cause or causes of this tragic incident. A significant amount of work has, and will continue to be done, to introduce additional safety measures on the tram network and ensure that such a tragedy never happens again. TfL continues to work with the wider industry to implement the recommendations set out by the RAIB and to share its research findings. The Audit Report IA 17 780 does not address whether fatigue management was a factor in the tragedy at Sandilands.

TfL Business Plan and Crossrail

Gareth Bacon: On 7 January 2019 at the TfL Budget and Performance Committee, the TfL CFO Simon Kilonback said that the business plan was based “upon the modelling of various scenarios of delays to the remaining stages of up to 18 months.” The Crossrail announcement on 25 April now has the delay to the opening of the central section between Paddington and Abbey Wood as between 22 months and 28 months. In addition the frequency through the mid-section was previously anticipated to be 24 trains per hour during the peak, however the Crossrail announcement states that this has been halved to 12 trains per hour for the opening. What will be the financial impact on the TfL Business Plan of the further delay in the opening and the reduced frequency? What are the consequences for TfL’s planned expenditure?

The Mayor: Transport for London’s (TfL’s) 2018 Business Plan included an assumption of a £600m reduction in forecast revenue over three years as a result of the delay to the opening of the Elizabeth line. This was a prudent assumption based on the information available at the time about Crossrail’s delivery schedule.
Crossrail Ltd has since announced that it expects the central section of the Elizabeth line to open in a six-month window with a mid point of December 2019. Regarding the frequency of trains, the plan of Crossrail was always 15 trains per hour (tph) in Stage 3 and 24 tph in Stage 4. Crossrail’s revised plan is 12 tph in Stage 3 and 24 tph in Stage 4.
TfL will be publishing the annual update to its Business Plan later this year, which will include updated revenue projections for the Elizabeth line based on the latest delivery forecasts from Crossrail Ltd. The updated Business Plan will also confirm TfL’s future spending plans.

Camden – Tottenham Hale cycle route (2)

Caroline Pidgeon: Please set out the alternative routes that were previously considered for this route by TfL.

The Mayor: Transport for London (TfL) published its Strategic Cycling Analysis in 2017. This analysis presents what TfL datasets, forecasts and models show about potential corridors and key cycling connections that would serve both current and future cycling demand in London. These indicative routes were shown as direct ‘crow flies’ lines between origins and destinations. The top potential connections were recommended for further study and this included the Camden to Tottenham Hale connection.
Design engineers investigated the different alignment possibilities within and close to the corridor as identified in the Strategic Cycling Analysis. For example, exploring opportunities for upgrading existing cycle facilities and identifying challenges which may limit the route such as rail structures. These early investigations included borough and stakeholder input to reach the alignment currently proposed. Further consideration will be given to the most suitable route alignment as engagement with boroughs and stakeholders continues as part of the design and modelling of proposals.